Multi-speed transmission

ABSTRACT

A multi-speed transmission with seven forward gears and one reverse gear, comprising an input shaft ( 1 ), an output shaft ( 2 ), three planetary gear sets (P 1 , P 2 , P 3 ), six rotatable shafts ( 1, 2, 3, 4, 5, 6 ), as well as six control elements ( 03, 04, 05, 15, 35, 36, 45, 46 ), wherein the input shaft ( 1 ) is permanently connected to the sun gear of the planetary gear set (P 2 ) and can be connected via a clutch ( 15 ) to the shaft ( 5 ), which is connected to the carrier of the planetary gear set (P 3 ) and can be connected via a clutch ( 45 ) to the shaft ( 4 ), wherein the shaft ( 4 ) is connected to the carrier of the planetary gear set (P 2 ), can be coupled to the housing (G) via a brake ( 04 ) and can be connected via a clutch ( 46 ) to the shaft ( 6 ), which is connected to the sun gear of the planetary gear set (P 3 ) and to the ring gear of the planetary gear set (P 1 ), wherein the shaft ( 3 ) is connected to the ring gear of the planetary gear set (P 2 ) and to the carrier of the planetary gear set (P 1 ), the sun gear of the planetary gear set (P 1 ) is non-rotatably connected to the housing (G), the output shaft ( 2 ) is connected to the ring gear of the planetary gear set (P 3 ), and wherein either the shaft ( 5 ) can be coupled to the housing (G) via a brake ( 05 ) and the shaft ( 3 ) can be connected to the shaft ( 6 ) via a clutch ( 36 ), or the shaft ( 3 ) can be coupled to the housing (G) via a brake ( 03 ) and can be connected to the shaft ( 5 ) via a clutch ( 35 ).

This applications claims priority from German Application Serial No. 102006 006 644.8 filed Feb. 14, 2006.

FIELD OF THE INVENTION

The present invention relates to a multi-speed transmission in planetarydesign, particularly an automatic transmission for a motor vehicle.

BACKGROUND OF THE INVENTION

According to the state of the art, automatic transmissions, particularlyfor motor vehicles, comprise planetary gear sets, which are shiftedusing friction elements and/or control elements, such as clutches andbrakes, and which are typically connected to a starting element that issubject to a slip effect and optionally provided with a converterlock-up clutch, for example a hydrodynamic torque converter or a fluidclutch.

A transmission of this type is described in EP 0 434 525 A1. Itcomprises essentially one input shaft and one output shaft, which aredisposed parallel to each other, a double planetary gear set concentricwith the output shaft, and five control elements in the form of threeclutches and two brakes, the selective operation of which, in pairs,determines different gear ratios between the input shaft and the outputshaft. This transmission has a front-mounted gear set and two powerpaths, so that by the selective engagement in pairs of the five controlelements, six forward gears are obtained.

In the first power path, two clutches are required for transmitting thetorque from the front-mounted gear set to two elements of the doubleplanetary gear set. These elements are provided in the power flowdirection substantially behind the front-mounted gear set in thedirection of the double planetary gear set. In the second power path, afurther clutch is provided, which detachably connects this path with afurther element of the double planetary gear set. The clutches aredisposed such that the inner disk carrier forms the output end.

Furthermore, from the published prior art document U.S. Pat. No.6,139,463 a compact multi-speed transmission in planetary design,particularly for a motor vehicle, is known, which has two planetary gearsets and one front-mounted gear set as well as three clutches and twobrakes. In this known multi-speed transmission, two clutches C-1 and C-3are provided in a first power path for transmitting torque from thefront-mounted gear set to the two planetary gear sets. The outer diskcarrier and/or the cylinder or piston and pressure compensation sides ofthe clutch C-3 are connected with a first brake B-1. Furthermore, theinner disk carrier of the third clutch C-3 is connected to the cylinderand/or piston and pressure compensation sides of the first clutch C-1,the inner disk carrier of the first clutch. C-1 being disposed on theoutput side and connected to a sun gear of the third planetary gear set.

From DE 199 49 507 A1 by the applicant, a multi-speed transmission isalso known, according to which on the drive shaft two non-shiftable,front-mounted gear sets are provided, which on the output side generatetwo rotational speeds which, in addition to the rotational speed of theinput shaft, can be switched by selectively engaging the controlelements with a shiftable double planetary gear set that acts upon theoutput shaft, such that, for changing from one gear to the next higheror lower gear only one of the two actuated control elements, must beengaged or disengaged.

DE 199 12 480 A1 discloses an automatically shiftable motor vehicletransmission with three carrier-mounted planetary gear sets as well asthree brakes and two clutches for switching between six forward gearsand one reverse gear, and with one drive shaft and one output shaft. Theautomatically shiftable motor vehicle transmission is configured suchthat the drive shaft is directly connected to the sun gear of the secondplanetary gear set, and that the drive shaft can be connected, via thefirst clutch, to the sun gear of the first planetary gear set and/or,via the second clutch, to the carrier of the first planetary gear set.Additionally or alternatively, the sun gear of the first planetary gearset can be connected, via the first brake, to the transmission housingand/or the carrier of the first planetary gear set can be connected, viathe second brake, to the housing and/or the sun gear of the thirdplanetary gear set can be connected, via the third brake, to thehousing.

Furthermore, DE 102 13 820 A1 discloses a multi-speed automatictransmission, comprising a first input path T1 of a first speed ratio,an input path T2, which has a larger speed ratio than the input path T1,a planetary gear set of four elements, which are arranged, in thedirection of power flow, in the order of a first element, a secondelement, a third element and a fourth element, a clutch C-2 thattransmits rotation from the input path T2 to the first element S3, aclutch C-1 that transmits rotation from the input path T2 to the fourthelement S2, a clutch C-4 that transmits rotation from the input path T1to the first element, a clutch C-3 that transmits rotation from theinput path T1 to the second element C3, a brake B-1 that engages thefourth element, a brake B-2 that engages the second element, and anoutput member that is coupled with the third element R3.

Within the scope of DE 101 15 983 A1 by the applicant, a multi-speedtransmission is described, comprising a drive shaft that is linked witha front-mounted gear set, an output shaft that is connected with arear-mounted gear set, and a maximum of seven control elements, throughthe selective shifting of which at least seven forward gears can beshifted without range shifting. The front-mounted gear set is formed bya front-mounted planetary gear set or a maximum of two non-shiftablefront-mounted planetary gear sets that are linked with the firstfront-mounted planetary gear set, wherein the rear-mounted gear set isconfigured as a two-carrier four-shaft transmission with two shiftablerear-mounted planetary gear sets and has four free shafts. The firstfree shaft of this two-carrier four-shaft transmission is connected withthe first control element, the second free shaft with the second andthird control elements, the third free shaft with the fourth and fifthcontrol elements, and the fourth free shaft is connected with the outputshaft. According to the invention, a multi-speed transmission with atotal of six control elements is proposed, which connect the third freeshaft or the first free shaft of the rear-mounted gear set additionallywith a sixth control element. For a multi-speed transmission with atotal of seven control elements, it is proposed according to theinvention that the third free shaft is additionally connected with asixth control element D′ and the first free shaft additionally with aseventh control element.

Furthermore, the scope of DE 101 15 987 by the applicant describes amulti-speed transmission with at least seven gears. In addition to theinput shaft and the output shaft, this transmission comprises anon-shiftable front-mounted gear set and a shiftable rear-mounted gearset in the form of a two-carrier four-shaft transmission. Thefront-mounted gear set comprises a first planetary gear set, which, inaddition to the input rotational speed of the input shaft, also providesa second rotational speed, each of which may optionally be shifted to arear-mounted gear set. The rear-mounted gear set comprises two shiftableplanetary gear sets, which can shift at least seven gears using the sixcontrol elements, forming two power paths. During each shiftingoperation, range shifting is advantageously avoided. A 9-gearmulti-speed transmission is further known from DE 29 36 969; itcomprises eight control elements and four gear sets.

Automatic vehicle transmissions in planetary design in general havepreviously been described in the prior art on many occasions and undergocontinuous developments and improvements. These transmissions shouldhave, for example, a sufficient number of forward gears as well as onereverse gear and a gear ratio that is excellently suited for motorvehicles, having a high overall spread as well as favorable progressiveratios. Furthermore, they should have a high starting gear ratio in theforward direction and should include a direct gear, and shouldadditionally be suited for use both in passenger cars and in commercialvehicles. In addition, these transmissions should have a low complexity,in particular they should require a small number of control elements,and should avoid double-shifts when shifting sequentially, so thatalways only one control element is engaged when shifting in defined geargroups.

SUMMARY OF THE INVENTION

It is therefore the object of the present invention to propose amulti-speed transmission of the type mentioned above in which the designcomplexity is simplified and furthermore the efficiency in the maindriving gears, in terms of drag and gearing losses, is improved.Furthermore, it is intended that low torque act on the control elementsand planetary gear sets in the multi-speed transmission according to theinvention, and that the rotational speeds of the shafts, controlelements and planetary gear sets be kept as low as possible. Inaddition, the required number of gears and the spread of the gear ratiosare supposed to be increased, implementing advantageously seven forwardgears and at least: one reverse gear. Furthermore, the transmissionaccording to the invention is supposed to be suitable for any design ina vehicle, particularly for a frontal-transverse configuration.

According to the invention, a multi-speed transmission in planetarydesign is proposed, which has one input shaft and one output shaft,which are disposed in a housing. Furthermore, at least three planetarygear sets—hereinafter referred to as the first, second and thirdplanetary gear sets—, at least six rotatable shafts—hereinafter referredto as the input shaft, output shaft, third, fourth, fifth and sixthshafts—and at least six control elements, comprising brakes andclutches, are provided; selective engagement of these components createsdifferent gear ratios between the input shaft and the output shaft, sothat preferably seven forward gears and one reverse gear can beimplemented.

The input shaft is connected to the sun gear of the second planetarygear set and can be detachably connected, via a clutch, to the fifthshaft, which is permanently connected to the carrier of the thirdplanetary gear set and can be detachably connected to the fourth shaft,via another clutch. According to the invention, the fourth shaft ispermanently connected to the carrier of the second planetary gear set,can be coupled to the housing, via a brake, and detachably connected,via another clutch, to the sixth shaft, which is permanently connectedto the sun gear of the third planetary gear set and to the ring gear ofthe first planetary gear set.

Furthermore, the third shaft is permanently connected to the ring gearof the second planetary gear set and to the carrier of the firstplanetary gear set, wherein the sun gear of the first planetary gear setis non-rotatably connected to the housing, and the output shaft ispermanently connected to the ring gear of the third planetary gear set.According to the invention, either the fifth shaft can be coupled, via abrake, to the housing and the third shaft can be detachably connected,via a clutch, to the sixth shaft, or the third shaft can be coupled, viaa brake, to the housing and can be detachably connected, via anotherclutch, to the fifth shaft.

The configuration of the multi-speed transmission according to theinvention produces suitable gear ratios, particularly for passengercars, as well as a considerable increase of the total spread of ratiosof the multi-speed transmission, resulting in improved driving comfortand a significant improvement in fuel economy.

In addition, the multi-speed transmission according to the inventionallows a considerable decrease in complexity to be achieved, due to thelow number of control elements, preferably two brakes and four clutches.It is advantageously possible with the multi-speed transmissionaccording to the invention to start driving with a hydrodynamicconverter, a hydrodynamic clutch, an external starting clutch or othersuitable external starting elements. It is also conceivable to allow astarting operation with a starting element that is integrated into thetransmission. A control element, which is actuated in the first gear andin the reverse gear, is preferred.

In addition, good efficiency in the main driving gears, with regard todrag and gearing losses, can be achieved with the multi-speedtransmission according to the invention.

Furthermore, low torque is present in the control elements and in theplanetary gear sets of the multi-speed transmission, thus advantageouslyreducing the wear on the multi-speed transmission. In addition, the lowtorque makes correspondingly smaller dimensions possible, allowingreductions in the required installation space and the correspondingexpenses. Also, the rotational speeds in the shafts, control elementsand planetary gear sets are low.

In addition, the transmission according to the invention is designedsuch that it can be adjusted to different drive train configurations,both in the power flow direction and with regard to space.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be explained in more detail hereinafter withreference to the exemplary embodiments in the figures, wherein:

FIG. 1 is a schematic illustration of a preferred embodiment of amulti-speed transmission according to the invention;

FIG. 2 is an exemplary shifting pattern for the multi-speed transmissionaccording to the invention from FIG. 1;

FIG. 3 is a schematic illustration of a further preferred embodiment ofa multi-speed transmission according to the invention;

FIG. 4 is an exemplary shifting pattern for the multi-speed transmissionaccording to the invention from FIG. 3;

FIG. 5 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission having a differential;

FIG. 6 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission with a coupling element and a drive motor;

FIG. 7 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission with a crankshaft of the drive motor fixed toan input shaft of the multi-speed transmission;

FIG. 8 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission having the drive motor communicating with adamper;

FIG. 9 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission with a power take-off for driving an additionalunit;

FIG. 10 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission having a one-way clutch;

FIG. 11 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission with an electric machine;

FIG. 12 is a diagrammatic view of a preferred design of the inventivemulti-speed transmission having a wear free brake;

FIG. 13 is a diagrammatic view of a further embodiment of the inventionwith the input and the output being provided on the same side of themulti-speed transmission housing; and

FIG. 14 is a diagrammatic view of another embodiment of the inventivemulti-speed transmission with the crankshaft of the drive motor fixed tothe input shaft of the multi-speed transmission and the coupling elementlocated behind the multi-speed transmission.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows a multi-speed transmission according to the inventioncomprising an input shaft 1 (An) and an output shaft 2 (Ab), which aredisposed in a housing G. Three planetary gear sets P1, P2, P3 areprovided, which are preferably configured as negative planetary gearsets and are arranged in the sequence P1, P2, P3 in the axial direction.

As can be seen from FIG. 1, only six control elements, namely two brakes04, 05 and four clutches 15, 36, 45 and 46, are provided. With aselective engagement of these control elements, preferably seven forwardgears and one reverse gear can be implemented. The multi-speedtransmission according to the invention has a total of six rotatableshafts, namely the shafts 1, 2, 3, 4, 5 and 6.

According to the invention, it is provided in the multi-speedtransmission according to FIG. 1 that the input is applied, via theshaft 1, which is permanently connected to the sun gear of the secondplanetary gear set P2 and can be detachably connected, via a clutch 15,to the shaft 5, which is permanently connected to the carrier of thethird planetary gear set P3, can be coupled to the housing G, via thebrake 05, and can be detachably connected to the shaft 4, via a clutch45. The shaft 4 is permanently connected to the carrier of the secondplanetary gear set P2, can be coupled to the housing G, via a brake 04,and detachably connected, via a clutch 46, to the shaft 6, wherein theshaft 6 is permanently connected to the sun gear of the third planetarygear set P3 and to the ring gear of the first planetary gear set P1.Furthermore, the shaft 3 is permanently connected to the ring gear ofthe second planetary gear set P2 and to the carrier of the firstplanetary gear set P1 and can be detachably connected to the shaft 6,via a clutch 36, wherein the sun gear of the first planetary gear set P1is non-rotatably connected to the housing G (shaft 0).

The output occurs via the shaft 2, which is permanently connected to thering gear of the third planetary gear set P3.

Within the scope of the illustrated embodiment, the clutches 45 and 15are disposed in front of the third planetary gear set P3 in the sequenceof 15, 45 from an axial point of view in the power flow direction, andwhen they are disk clutches, they may have a common outer disk carrier.

The spatial configuration of the control elements is optional and islimited only by the dimensions and the outer shape.

FIG. 2 shows a shifting pattern of the multi-speed transmission of theinvention according to FIG. 1 by way of example. For each gear, twocontrol elements are engaged. The shifting pattern shows the respectivegear ratios i of the individual gear steps and the resulting progressiveratios phi by way of example. The shifting pattern also shows thatdouble-shifts and/or range shifts are avoided when shiftingsequentially, because two adjoining gear steps jointly use one controlelement.

The first gear is defined by the engagement of brake 05 and the clutch45, the second gear by the engagement of clutch 36 and the clutch 45,and the third gear is defined by the engagement of clutches 45 and 46.Furthermore, the fourth gear is defined by the engagement of clutch 15and the clutch 45, the fifth gear by the engagement of clutches 15 and46, the sixth gear by the engagement of clutch 36 and the clutch 15, andthe seventh gear by the engagement of brake 04 and the clutch 15. As theshifting pattern shows, the reverse gear is defined by the engagement ofbrake 05 and the clutch 46.

According to the invention, initiating drive with an integrated controlelement is possible (IAK), for which particularly the brake 05 issuited, which is required in the first gear and the reverse gear.Furthermore, depending on the shifting logic, different gear steps maybe obtained from the same gear pattern, allowing application- and/orvehicle-specific variations.

The embodiment shown in FIG. 3 differs from the embodiment according toFIG. 1 in that the shaft 3 can be detachably connected, via the clutch35, to the shaft 5 and can be coupled to the housing G, via the brake03, so that the brake 05 and the clutch 36 are eliminated. Thecorresponding shifting pattern is shown in FIG. 4. The first gear isdefined by the engagement of brake 04 and the clutch 45, the second gearby the engagement of brake 03 and the clutch 45 and the third gear isdefined by the engagement of clutches 45 and 46. Furthermore, the fourthgear is defined by the engagement of clutch 15 and the clutch 45, thefifth gear by the engagement of clutches 15 and 46, the sixth gear bythe engagement of brake 03 and the clutch 15, and the seventh gear bythe engagement of brake 04 and the clutch 15. As the shifting patternshows, the reverse gear is defined by the engagement of clutch 35 andthe brake 04. For starting with an integrated control element, in thisembodiment particularly the brake 04 is suited, which is required in thefirst forward gear and the reverse gear.

In addition, as shown in FIG. 10, it is possible according to theinvention to provide additional one-way clutches 38 in suitablelocations of the multi-speed transmission, for example between a shaftand the housing, or to optionally connect two shafts.

On the input side or on the output side, an axle differential 20 and/ora transfer case may be provided according to the invention and shown inFIG. 5.

Within the scope of an advantageous further development as shown in FIG.6, the input shaft 1 may be separated from a drive motor 30 as needed bya coupling element 24, wherein the coupling element may be ahydrodynamic converter, a hydraulic clutch, a dry starting clutch, a wetstarting clutch, a magnetic powder clutch or a centrifugal clutch. It isalso possible, as shown in FIG. 14, to provide such a driving element 25in the power flow direction behind the transmission, wherein in thiscase the input shaft 1 is permanently connected to the crankshaft 32 ofthe drive motor 30 and shown in FIG. 7.

The multi-speed transmission according to the invention and shown inFIG. 8 also permits a torsional vibration damper 34 to be providedbetween the drive motor 30 and the transmission.

Within the scope of a further embodiment of the invention, shown in FIG.12, a wear-free brake 42, such as a hydraulic or electric retarder orthe like, may be provided on each shaft, preferably on the input shaft 1or the output shaft 2, which is particularly important when thetransmission is used in commercial vehicles. Furthermore, a powertake-off 44 may be provided, as shown in FIG. 9, on each shaft,preferably on the input shaft 1 or the output shaft 2, to driveadditional units 36. Additionally, as shown in FIG. 13, the input andthe output are provided on the same side of the housing G.

The control elements that are used may be configured as power-shiftclutches or power-shift brakes. In particular, friction-locking clutchesor friction-locking brakes, such as multi-disk clutches, band brakesand/or cone clutches, may be used. Furthermore, it is also possible touse positive brakes and/or positive clutches, such as synchronizationdevices or claw clutches, as the control elements.

A further advantage of the multi-speed transmission presented here inFIG. 11, is that an electric machine 40 can be provided on each shaft asa generator and/or as an additional drive unit.

Of course, any design configuration, particularly any spatialconfiguration of the planetary gear sets and the control elements assuch, as well as in relation to each other, falls under the scope ofprotection of the present claims, without influencing the function ofthe transmission as described in the claims, to the extent they aretechnically expedient, even if these embodiments are not explicitlyillustrated in the figures or mentioned in the description.

REFERENCE SYMBOLS

-   0 Shaft-   1 Shaft-   2 Shaft-   3 Shaft-   4 Shaft-   5 Shaft-   6 Shaft-   03 Brake-   04 Brake-   05 Brake-   15 Clutch-   35 Clutch-   36 Clutch-   45 Clutch-   46 Clutch-   P1 Planetary gear set-   P2 Planetary gear set-   P3 Planetary gear set-   An Input-   Ab Output-   i Gear ratio-   phi Progressive ratio-   G Housing

1-23. (canceled)
 24. A multi-speed automatic transmission of a planetarydesign for a motor vehicle, the transmission comprising: an input shaft(1) and an output shaft (2) arranged in a housing (G); first, second andthird planetary gear sets (P1, P2, P3), and each of the first, thesecond and the third planetary gear sets (P1, P2, P3) comprising a sungear, a carrier and a ring gear; at least third, fourth, fifth and sixthrotatable shafts (3, 4, 5, 6) as well as six control elements (03, 04,05, 15, 35, 36, 45, 46), comprising first, second and third brakes (03,04, 05) and first, second, third, fourth, and fifth clutches (15, 35,36, 45, 46), whose selective engagement of which creates different gearratios between the input shaft (1) and the output shaft (2) so that atleast seven forward gears and a reverse gear can be implemented; whereinthe input shaft (1) is permanently connected to the sun gear of thesecond planetary gear set (P2) and is detachably connected, via thefirst clutch (15), to the fifth shaft (5); the output shaft (2) ispermanently connected to the ring gear of the third planetary gear set(P3); the third shaft (3) is permanently connected to the ring gear ofthe second planetary gear set (P2) and the carrier of the firstplanetary gear set (P1); the fourth shaft (4) is permanently connectedto the carrier of the second planetary gear set (P2), is detachablyconnected, via the second brake (04), to the housing (G) and, via thefifth clutch (46), to the sixth shaft (6); the fifth shaft (5) ispermanently connected to the carrier of the third planetary gear set(P3) and detachably connected, via the second clutch (45), to the fourthshaft (4); the sixth shaft (6) is permanently connected to the sun gearof the third planetary gear set (P3) and the ring gear of the firstplanetary gear set (P1); the sun gear of the first planetary gear set(P1) is fixed to the housing (G); and one of: the fifth shaft (5) isdetachably connected, via the third brake (05), to the housing (G) andthe third shaft (3) is detachably connected, via the third clutch (36),to the sixth shaft (6); and the third shaft (3) is detachably connected,via the first brake (03), to the housing (G) and, via the second clutch(35), to the fifth shaft (5).
 25. The multi-speed transmission accordingto claim 24, wherein the first, the second and the third planetary gearsets (P1, P2, P3) are arranged in an axial direction in the sequentialorder of: the first planetary gear set (P1), the second planetary gearset (P2) and the third planetary gear set (P3).
 26. The multi-speedtransmission according to claim 24, wherein the first planetary gear set(P1), the second planetary gear set (P2) and the third planetary gearset (P3) are negative planetary gear sets.
 27. The multi-speedtransmission according to claim 24, wherein the fourth clutch (45) andthe first clutch (15) are arranged before the third planetary gearset(P3), in an axial direction, in the sequential order of: the firstclutch (15) and the fourth clutch (45).
 28. The multi-speed transmissionaccording to claim 24, wherein the first clutch (15) and the fourthclutch (45) are multi-disk clutches and have a common outer diskcarrier.
 29. The multi-speed transmission according to claim 24, the atleast seven forward gears result from one of the arrangements: if thefifth shaft (5) is coupled, via the third brake (05), to the housing (G)and the third shaft (3) is coupled, via third clutch (36), to the sixthshaft (6) then, first gear results from engagement of the third brake(05) and the fourth clutch (45), second gear results from engagement ofthe third clutch (36) and the fourth clutch (45), third gear resultsfrom engagement of the fourth clutch (45) and the fifth clutch (46),fourth gear results from engagement of the first clutch (15) and thefourth clutch (45), fifth gear results from engagement of the firstclutch (15) and the fifth clutch (46), sixth gear results fromengagement of the third clutch (36) and the first clutch (15), andseventh gear results from engagement of the second brake (04) and thefirst clutch (15); and if the third shaft (3) is coupled, via the firstbrake (03), to the housing (G) and, via the second clutch (35), to thefifth shaft (5), then the first gear results from engagement of thesecond brake (04) and the fourth clutch (45), the second gear resultsfrom engagement of the first brake (03) and the fourth clutch (45), thethird gear results from engagement of the fourth clutch (45) and thefifth clutch (46), the fourth gear results from engagement of the firstclutch (15) and the fourth clutch (45), the fifth gear results fromengagement of the first clutch (15) and the fifth clutch (46), the sixthgear results from engagement of the first brake (03) and the firstclutch (15), and the seventh gear results from engagement of the secondbrake (04) and the first clutch (15).
 30. The multi-speed transmissionaccording to claim 24, wherein the reverse gear results in one of thefollowing arrangements: if the fifth shaft (5) is coupled, via the thirdbrake (05), to the housing (G) and the third shaft (3) is coupled, viathird clutch (36), to the sixth shaft (6), then the reverse gear resultsfrom engagement of the brake (05) and the clutch (46); and if the thirdshaft (3) is coupled, via the first brake (03), to the housing (G) and,via the second clutch (35), to the fifth shaft (5), then the reversegear results from engagement of the second brake (04) and the secondclutch (35).
 31. The multi-speed transmission according to claim 24,wherein at least one one-way clutch is located within the transmission.32. The multi-speed transmission according to claim 31, wherein the atleast one one-way clutch is located between the input shaft (1), theoutput shaft (2), the third shaft (3), the fourth shaft (4), the fifthshaft (5), and the sixth shaft (6) and the housing (G).
 33. Themulti-speed transmission according to claim 24, wherein an input and anoutput of the transmission are located on a common side of the housing(G).
 34. The multi-speed transmission according to claim 24, wherein atleast one of an axle differential and a transfer case differential islocated on one of the input shaft (1) and the output shaft (2).
 35. Themulti-speed transmission according to claim 24, wherein a couplingelement facilitates separation of the input shaft (1) from a drivemotor.
 36. The multi-speed transmission according to claim 35, whereinthe coupling element is one of a hydrodynamic converter, a hydraulicclutch, a dry starting clutch, a wet starting clutch, a magnetic powderclutch and a centrifugal clutch.
 37. The multi-speed transmissionaccording to claim 24, wherein an external driving element is locateddownstream of the transmission, in a direction of power flow, and theinput shaft (1) is firmly connected to a crankshaft of a drive motor.38. The multi-speed transmission according to claim 24, wherein thevehicle is started via one of the six control elements (04, 05) of thetransmission, and the input shaft (1) is permanently connected to acrankshaft of a drive motor.
 39. The multi-speed transmission accordingto claim 24, wherein a torsional vibration damper is located between adrive motor and the transmission.
 40. The multi-speed transmissionaccording to claim 24, wherein a wear-free brake is arranged on at leastone of the input shaft (1), the output shaft (2), the third shaft (3),the fourth shaft (4), the fifth shaft (5), and the sixth shaft (6). 41.The multi-speed transmission according to claim 24, wherein a powertake-off is arranged on at least one of the input shaft (1), the outputshaft (2), the third shaft (3), the fourth shaft (4), the fifth shaft(5), and the sixth shaft (6) for driving an additional unit.
 42. Themulti-speed transmission according to claim 41, wherein the additionalunit is arranged on one of the input shaft (1) and the output shaft (2).43. The multi-speed transmission according to claim 24, wherein each ofthe six control elements are one of power-shift clutches and power-shiftbrakes.
 44. The multi-speed transmission according to claim 24, whereineach of the six control elements are one of multi-disk clutches, bandbrakes and cone clutches.
 45. The multi-speed transmission according toclaim 24, wherein each of the six control elements are one of positiveclutches and positive brakes.
 46. The multi-speed transmission accordingto claim 24, wherein an electric machine is arranged at least one of theinput shaft (1), the output shaft (2), the third shaft (3), the fourthshaft (4), the fifth shaft (5), and the sixth shaft (6) as one of agenerator and an additional drive unit.